Rotary valve mechanism for internal-combustion engines



Sept. 18, 1928.

I 1,684,767 Gl d- HOTTENSTEIN ET AL ROTARY: vApvE N QHANISN FOR INTERNAL COMBUSTION ENGINES Filed Nov. 27, 19 25 2 Sheets-Sheet 1 Swank c6 Z'ez'n Jfoiwsiez'n, J24.

- Sept. 1&1928.

G. E. HOTTENSTEIN ET AL ROTARY VALVE MECHANISM FOR INTERNAL COMBUSTION ENGINES Filed Nov. 27, 1925 2 Sheets-Sheet 2 George G'eozye Z. floizi na'fie Patented Sept. 18, 1928.

UNITED STATES PATET oFFics.

GEORGE E. HOTTENSTEIN AND GEORGE E. l-IOTTENQTEIIJ, JR., OLE SPOKANE, WASHINGTON.

ROTARY VALVE MECHANISM FOR INTERNAL-COMBUSTION ENGINES.

Application filed. November This invention relates to rotary valve mechanism for internal combustion engines.

An important object of the invention is'the provision of a leak-proof valve which will not warp and burn out and which will be relatively long life.

A further object of the invention is to provide adeviceof this character which substantially automatically adjusts itself to maintain a proper contact at all times between the passage in which it is arranged for rotation and its periphery.

More specifically, the invention contemplates the employment in the construction of rotary valves of a suitable material having a greater co-efficient of expansion than the material from which the passagein which the valve is to operate is formed, the valve itself being tapered from end to end and having means at its larger end constantly urging it into the bore. It will be obvious that by use of thisst-ructure, the valve, as the heat of the engine increases, will increase in siZe larger than the passage in which it is operated and by its rotation will shift longitudinally of this passage against the action of the spring. This maintains a tight joint at all times during the operation of the engine. Nhen the engine is cooling after being stopped, the contraction of the valve is likewise greater than the contraction of the passage with the result that the valve is in the most favorable condition for starting the engine.

A further object of the invention is to pro vide a device of this character which is substantially self-lubricating.

These and other objects we attain by the construction shown in the accompal'iying drawings, wherein for the purpose of illustration is shown a preferred embodiment of our invention and wherein Figure 1 is a side elevation partially broken away to show different sectional structural features of an engine head embodying a valve constructed in accordance with our invention;

Figure 2 is a bottom plan view partially broken away;

Figure 8 is a detail view partially in section of one of the valves and theiroperating mechanism thereof;

Figure 1 is a transverse sectional view on the line 1-4 of Figure 1;

a7, 1925. Serial No 71340.

Figure 5 is a section on the line 55 of Figure 1; i

Figure 6 is an end elevation of the head.

Referring now more particularly to the drawings, the numeral 10 generally desig-v larly tapered. valve 12. This valve is prefer ably formed of carbon which, as is well known, has a coefficient of expansion much greater than that of cast iron or steel, usually employed in the construction of internal combustion engines. At the smaller ends of the bores, the head 10 has secured thereto flanges 13 providing means for attaching thereto an exhaust pipe and a carburetor pipe, not herein disclosed. As hereinbefore stated, the bores 11 are well spaced from one another, thus providing for admission of cooling fluid to the space between the walls 11" of these bores and to provide for the formation of relatively large ports 14, connecting the bores with the combustion space 15 leading to the cylinders of the engine without the formation of projecting metallic surfaces to which cooling fluid may not be in.

troduced. This spacing of the bores likewise provides for comfortable formation in the.

head of spark plug receiving openings 16 communicating with this combustion space At the larger end of the bores, the valves 12 project therefrom, as indicated at 12", and

have each secured thereto a gear 17. 'llheso gears mesh with a drive pinion 18 mounted upona stud 19 carried by the front end. of the head of the engine. This pinion has integrally formed therewith a sprocket gear 20 adapted for connection with the crank shaft of the engine (not herein disclosed) by a chain 21. The gears 17, pinion '18 and sprocket 20 will be covered by a suitable removable case 22.

This case has formed thereon, in axial alignment with the gears 17, tubular bosses 23 and the gears themselves are provided with axial stub pins QLproviding a mounting for a thrust ball-bearing 25. The outer end of each tubular boss is threaded for the reception of a removable cap 26 and between this cap and the thrust bearing a compression spring 27 is disposed. The cap is preferably provided with an axial threaded bore 28 for the reception of a removable plug 529 affording access to the spring 27. The cap 26 has a flange 3O opposingthe end of the tubular boss- Between this flange and the end of the tubular boss, copper and asbestos washers 31 are disposed to provide a seal. It will be obvifeature of the carbon valve, the fact that its co-etficient of expansion is greater than that of the material from which the walls of the bore are formed will cause the walls to expand with greater rapidity than the walls of such bore and accordingly the valve, as the engine is heated, will tend to tighten in the bores and as it is rotated will back up against the action of the spring 27 in response to the pressure thus created. The spring will, however, maintain the valve properly seated at all times. During cooling of the engine, the reverse of this situation is present, the valve contracting with greater rapidity than the walls of the bore and accordingly tending to leave the walls of the bore with the result that it is shifted into the bore by the spring. Thus at all times whether the engine is op erating or not, the valve is kept in its proper sealing relation to the walls ot the bore. Attention is directed to the fact that the cap 26 isadjustable in its engagementwith the tubular boss and this provides a means for adjusting the tension of the spring which, with the proper pressure against the valve, may be maintained at all times. Since the valve can be inspected as to its condition by a finger or tool inserted through the bore of the plug, this operation will be a very simple matter.

It will, of course, be understood that while the use of carbon in the construction of valves has been stipulated, this material may be varied, as found desirable, provided that the material employed in the construction of the valve has a greater co-eiticient of expansion than the walls of the bore. however, preferred because of its self-lubricating properties and because of its great Carbon is,

, tion engines, a casing having a bore tapering from end to end and having ports communicating with the cylinders of the engine, a

valve within said casing and having ports for alignment with the ports communicating with the en gine, means for rotating said valve and yieldably shifting the valve longitudn nally toward the smaller end thereof, the

larger end of said valve projecting from the bore and having attached thereto a driving element, a casing for the driving element including an adjustable plug coaxial with the valve and a spring engaged at one end with the plug and at its opposite end operatively engaging the valve and constituting said means for yield-ably shifting the valve longitudinally toward the smaller end thereof. i v i 2. In a rotary valve for internal combustion engines, a casinghaving a bore tapering from end to end and having ports communicating at the cylinders of the engine, a valve within said casing and having ports for alignment with the ports communicating with the engine, means for rotating said valve and yieldably shifting the valve longitudinally toward the smaller end thereof, a thrust hearing carried at the larger end of the bore, a casing confronting the larger end of the bore and having a plug adjustable toward and away from'the valve for adjusting a spring disposed between said plug and thrust bearing.

In testimony whereofwe hereunto affix our signatures.

GEORGE E. HOTTENSTEIN. GEORGE E. HOTTENSTEIN, J R. 

